Reviews

For 2012 the Camry gets sharp new sheet metal, but retains its overall shape and principal styling cues. (Photo: Simon Hill, Canadian Auto Press) automobile. Its solid but relatively spartan construction has translated into reliability and thrift, but even as it grew in size (it's now midsized) and gained available luxury appointments, it remained, at its core, a bit of a Plain Jane conveyance. Indeed, when I tested a previous-generation Camry a couple of years ago, I wrote that it was like "comfort food" - a reference that grew from a comment I made to my wife when she asked what car we had for the week and I replied "A big slice of Wonder Bread."

But that was a couple of years ago. Nowadays my comment would be unfair to Wonder Bread, which has simplified its recipe to create an improved, more wholesome bread, and it would be even more unfair to the Camry, which for 2012 has been redesigned and restyled, and boasts a new interior that takes things to a whole different level.

The 2012 Camry, which carries the platform designation XV50, is the seventh generation of Camry in North America since it became an independent model line in 1982 (the Japanese and North American Camry lineups diverged with the third

The Camry's base 178-horsepower 4-cylinder makes plenty enough power, while the optional 268-horsepower V6 offers increased levels of refinement. (Photo: Simon Hill, Canadian Auto Press)

generation in 1990-91). In keeping with Toyota's evolutionary approach to the Camry, the exterior styling has been only slightly tweaked: The sheet metal is all-new, sharper and more angular than the previous-generation car, but it retains the same basic shape and most of the principal styling cues. At the front, a new grille (or new grilles, actually, as the SE gets its own treatment) presents a more upscale appearance, while at the back the taillights have been given a more dynamic shape.

Mechanically, the 2012 Camry gets improved versions of the same engines used in the previous generation: There's a 2.5-litre 4-cylinder that produces 178 horsepower and 170 lb-ft of torque, or a 3.5-litre V6 that produces 268-horsepower and 248 lb-ft of torque. Both engines are mated to 6-speed electronically-controlled automatic transmissions. While my test car had the V6, I also got a few hours behind the wheel of a 4-cylinder LE, and I can attest that either engine offers plenty enough power for comfortable everyday driving.

What the V6 offers above and beyond the 4-cylinder is an extra level of refinement and acoustic enjoyment, and whole bunch more torque for that "instant response"

For 2012 the Camry gets an all-new interior with plenty of soft-touch materials, upscale trim and a luxurious double-stitched leather-look dash. (Photo: Simon Hill, Canadian Auto Press)

feeling at any speed. It also offers a lot more work for the traction control system, as it has more power than the front-wheel drive Camry can easily get to the pavement from a standing start. On the bright side, Toyota has done a fantastic job taming torque steer - at no point did I feel any noticeable torque steer effects. City/hwy fuel economy for the V6 is rated at 9.7 / 6.4 L/100km, compared to 8.2 / 5.6 L/100 km for the 4-cylinder cars.

No matter which engine is fitted, the 2012 Camry benefits from electrically-assisted power steering (previously used only in the Camry Hybrid) and a retuned suspension that offers a more alert, responsive driving experience than the previous generation Camry. In XLE trim it stops short of being athletic exactly, but it handles itself with reasonable aplomb and is pleasurable enough to weave through the corners, while still maintaining a comfortable and refined ride.

Comfortable and refined are also the operative words when it comes to the Camry's completely redesigned interior: For the seventh-generation, it appears that Toyota sent the Camry off to the company's Lexus luxury division for finishing school.

The XLE gets leather upholstery, heated front seats, leather-wrapped steering wheel and dual-zone climate control among its many interior amenities. (Photo: Simon Hill, Canadian Auto Press)

The Camry retains Toyota's excellent interior ergonomics and high standards of fit and finish, but most everything else has changed: The seats have been slightly repositioned to provide improved rear legroom, and throughout the interior pieces that were previously featureless plastic or polyurethane have been replaced with soft touch materials and upscale decorative trim. Perhaps the most striking change is the dash, which even in base LE trim is now a luxurious double-stitched, leather-look affair.

The new Camry is well-equipped with comfort and convenience features, too: The entry-level LE gets air conditioning, tilt and telescoping steering, outside temperature gauge, cruise control, power door locks with keyless entry, power windows and a six-speaker AM/FM/CD audio system with MP3/WMA compatibility, USB and auxiliary inputs, a 6.1-inch display screen and Bluetooth connectivity.

My XLE V6 test car added to this list with dual-zone automatic climate control, leather seating (heated in the front), woodgrain trim, a leather-wrapped steering wheel, backup camera, pushbutton start, auto-dimming rearview mirror, power moonroof, and a very nice sounding 10-speaker JBL audio system with Sirius

At the back, dynamically shaped new taillights add flair. The XLE gets 17-inch alloy wheels instead of the base car's 16-inch steel rims. (Photo: Simon Hill, Canadian Auto Press)

satellite radio, a seven-inch display and a built-in navigation system in addition to all the features of the LE's stereo.

Outside, the XLE gets dual exhaust and 17-inch alloys instead of 16-inch steel wheels, and whatever trim level you choose the Camry comes fully-equipped with all expected safety gear such as ABS brakes, traction control, stability control, and a complete array of airbags.

What it now has that previous generation Camrys didn't is a genuinely upscale interior and a more dynamic driving experience - attributes that should help it in the battle to retain its top sales spot against such competition as the Chevrolet Mailbu, Honda Accord, Hyundai Sonata, Kia Optima, Nissan Altima and many others in the crowded midsize sedan market (or full-size, in the case of the Honda).

You could say that, as a staple of the midsize car market, the Camry is still much like that family kitchen staple, a loaf of bread - but now it's not so much plain sliced white bread as it is an artisan-baked French loaf. Tasty!
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You wouldn't be alone in thinking this was a regular Prius, but the Prius v packs a lot more groceries! (Photo: Trevor Hofmann, Canadian Auto Press) you wouldn't be alone in mistaking the newcomer for the old car. Toyota purposely made it look very similar, in hopes that it would attract Prius buyers who simply needed more space. And while size matters, there's more to the Prius v than interior spaciousness.

Oddly, despite more material needed to build this larger car and therefore more perceived value, at $27,200 plus $1,560 for delivery the Prius v is actually $600 cheaper than the regular Prius. Go figure! You get 155 millimeters (6.0 inches) in added length, 30 millimeters (1.1 inches) more width, 95 millimeters (3.7 inches) of additional height, and an 80- millimeter (3.1-inch) longer wheelbase, resulting in more rear seat room plus 971 litres (34.3 cubic feet) of luggage space behind its 60/40 split-folding rear seatbacks, or a mini-minivan-like 1,905 litres (67.3 cubic feet) of gear toting capability when those rear seats are folded flat.

Is this the new taxi of choice? You can bet on it, and it'll be the

Yep, that's what the Prius v is all about! No problem stuffing it full of bankers boxes. (Photo: Trevor Hofmann, Canadian Auto Press)

hybrid of choice for green families too. After all, while entirely new this year the Prius v isn't exactly an unproven model. It shares the same ultra-reliable gasoline-electric Hybrid Synergy Drive system as the regular Prius, which combines a 1.8-litre four-cylinder engine with an 80-horsepower (60 kW) electric motor and a 201.6-volt sealed nickel metal hydride (NiMH) battery for a maximum net output of 134 horsepower and approximately 142 lb-ft of torque. Power goes down to the front wheels via a CVT with Drive Mode Select, featuring EV, ECO and Power modes, and thanks in part to a slick 0.29 Cd its fuel economy comes in at an estimated 4.3 L/100km city, 4.8 highway, and 4.6 combined, using cheaper regular unleaded no less. And the Prius v is SULEV rated too, so it's super clean.

During the press launch drive there was no way to figure out whether or not the estimated

Try filling up a standard Prius and you'll be four boxes short. (Photo: Trevor Hofmann, Canadian Auto Press)

mileage rating comes even close to reality, so for real-world expected fuel economy I'm going to defer to the more realistic U.S. EPA ratings converted to metric for your convenience: 5.3 city, 5.9 highway, 5.6 combined. Either set of numbers makes it the most fuel-efficient vehicle of its size and capability, so look no further, my stingy green friends.

How about ride and handling? It rides on most of the same platform components as the regular Prius, except for a Macpherson strut front setup with an exclusive upper support. Rear torsion beam systems are not optimal for handling, but this one does the job well enough and it's the best suspension type for maximizing cargo space, the v's mission after all. Even more intriguing is an all-new technology Toyota calls Pitch and Bounce Control with Driving Force, which uses motor torque to smooth out the ride. As far as I could tell it works very well, as there's none of the fore and aft bobbing that many cars suffer from.

After a day's drive through rural Quebec

It looks a lot like a regular Prius inside, which is a good thing as the quality is very good and features plentiful. (Photo: Trevor Hofmann, Canadian Auto Press)

I must say there's somewhat less sport to the v than the standard Prius. With the same powertrain motivating 105 kilos of extra weight, not to mention a higher centre of gravity over a longer wheelbase, the latter of which stretches the Prius v's turning circle to a rather sizeable 11.6 metres (38.1 feet), it leans a bit to the sluggish side of performance. The move up from its 15-inch alloys to an optional set of 17s makes a noticeable difference. Just the same, as a city car, where it was designed to perform, the big Prius does just fine. I motored up and down the steep streets of old Quebec City and experienced no problem getting where I needed to go, as the electric motor puts down all of its torque immediately. The Power Mode button comes in handy when really trying to make speed, although at the expense of some fuel savings.

As with all Toyotas, safety ranks right up there with fuel economy on the priority list. To this end the Prius v comes standard with ABS- and brake force distribution-

Seats are great, plus powered lumbar is a real bonus. (Photo: Trevor Hofmann, Canadian Auto Press)

enhanced 4-wheel discs, as well as traction control and Toyota's Vehicle Stability Control, not to mention Hill-Start Assist Control and Smart Stop Technologies (SST), the latter that automatically idles the engine if the gas pedal gets pressed while panic braking. That's smart. A full assortment of airbags is included too, including a driver's knee airbag.

Like the regular Prius, the v is well equipped in base trim with features like auto up/down powered windows all-round, proximity sensing keyless remote with pushbutton ignition, heated and powered mirrors, automatic headlights, automatic climate control, tilt and telescopic steering with climate and audio controls, and 6-speaker audio with a 6.1-inch display featuring an integrated rearview camera, CD, aux and USB inputs, Bluetooth connectivity, and more. The driver's seat is comfortable and boasts a powered lumbar support, and the rear seats slide and recline so passengers

Lots of rear seat room! (Photo: Trevor Hofmann, Canadian Auto Press)

can stretch out. You can even drop the front passenger seatback and use the passenger-side rear seat as a lounger. Sweet!

Toyota offers three packages to make for a better ownership experience, starting with the Luxury Package, at just over $33k including destination. It adds heated SofTex-trimmed seats, a leather-wrapped steering wheel, auto-dimming rearview mirror, navigation, XM satellite radio, a lightweight clear resin panoramic sunroof, proximity sensing Smart Key remote entry for the front passenger's door and rear hatch (it only comes standard with Smart Key access from the driver's door), and more. The Touring Package, at just under $35k adds auto-leveling LED headlamps to go along with the standard rear LEDs, headlamp washers, fog lamps, and those 17-inch alloy rims I mentioned earlier. The Touring & Technology Package, at just over $38k, adds dynamic radar cruise control, intelligent parking assist (yes it'll park itself quite effectively), a pre-collision safety

Open wide! The Prius v will swallow up just about anything. (Photo: Trevor Hofmann, Canadian Auto Press)

system, and a larger 7-inch display connecting through to a great sounding JBL "GreenEdge" audio system boasting an amp that's 66-percent lighter and 50-percent more efficient plus speakers that double sound output on the same current.

The 2012 Prius v literally expands this brand within a brand, giving much more to today's eco-minded buyer. From its abundance of space to its miserly fuel economy and every useful innovation in between, there's a lot to like about the new Prius v.
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It looks like any other Prius, but the ability to plug it in and charge it up separates the 2012 Prius Plug-in from the millions that have come before. (Photo: Toyota) extant. And while Chevrolet beat Toyota (now there's a phrase you won't read very often) to market with a plug-in hybrid (no matter what the marketing department says, Chevrolet's Volt is a hybrid - OK?) any experienced gambler will tell you the odds-on favourite in the plug-in hybrid sales race is the Toyota.

Not so much because the Prius Plug-in is a better car than the Volt, but more so because Toyota's hybrid has the momentum of 10 years of sales success behind it. Introduced in 1997, by 2010, two million units of Toyota's Prius had been sold worldwide. The model passed the one million sales mark in the U.S. in April of 2011, and the third generation Prius - the car upon which the Prius Plug-in is based - sold a million units worldwide, in only two years.

Clearly people like the Toyota Prius.

And,

As important for ushering in today's "green" era as the VW Beetle was in bringing cheap, fuel-efficient transportation to millions in the '50s, '60s and '70s, the iconic Prius has a solid footing in the hybrid market. (Photo: Toyota)

now with Toyota unleashing a whole lineup of Prius-based autos, the company seems poised for even more hybrid success.

Unless you've been sequestered in a jury someplace for the past ten years, you know a hybrid uses an electric motor as well as a gasoline engine for motivation. While most hybrids generate electricity to recharge their battery packs from their gasoline engines and from recapturing energy expending during braking and coasting, a plug-in hybrid can also recharge its batteries using current from an ordinary household electrical outlet.

Given the Prius Plug-in's ability to travel approximately 25 kilometres, or at speeds of just over 100 kilometres

The Prius Plug-in is good for about 25 km on a single charge, after which the gasoline engine will cut in and take over as with the regular Prius hybrid. (Photo: Toyota)

per hour on electricity alone, it is conceivable an individual with a commute of less than 25 kilometres (and a charging station at their place of employment) could drive back and forth to work everyday without using any gasoline at all. Because of this, Toyota's U.S. division says the Prius Plug-in will achieve the EPA metric equivalent of 2.7 L/100km in combined driving. Total system output is 134 horsepower, 98 of which the 1.8-litre, four-cylinder gasoline engine generates.

Toyota did make a few changes to the standard Prius formula to create the Prius Plug-in. The most significant change is the switch in battery technology. Rather than the nickel metal

The new Prius Plug-in comes well stocked with standard features. (Photo: Toyota)

hydride (NiMH) battery pack Prius has always employed, the Prius Plug-in uses a lithium-ion battery pack. The lithium-ion battery pack stores more energy and recharges more quickly than the nickel metal hydride. Connecting the Prius Plug-in into a standard household 120v outlet will recharge the fully depleted battery pack in about three hours. A 240v system (like the one an electric laundry dryer uses) will recharge the battery pack in about an hour and a half. Other than that though, the overall experience is just like living with any other Prius.

Which is to say the Toyota is quiet, comfortable, spacious, and well equipped. On the equipment side of the equation, available highlights in the U.S. (Canadian details have yet to surface) include a

The Prius Plug-in hybrid is hardly short on full-colour information. (Photo: Toyota)

Head-Up Display, LED headlamps, SofTex (leatherette) interior seat trim, an eight-way adjustable power driver's seat, a JBL premium audio system, smart cruise control, a hard disc based navigation system, and Toyota's Entune Plug-in Hybrid Applications for smart phones.

Toyota's Entune multimedia system also incorporates smartphone apps into the comfort and convenience capabilities of the car. With Entune, the Prius Plug-in can leverage the services of mobile applications such as Bing, OpenTable, and MovieTickets.com. Travel-related services, such as live weather, traffic, refueling locations and price information, stock market and sports news are all piped into the Prius Plug-in via Entune. The system enables the accessibility of music options such as iHeartRadio and Pandora as well.

While all of that's more

Plug it in at work or home for more electric range and greater savings. (Photo: Toyota)

than enough to keep even the most fervent technophile thoroughly engaged, driving enthusiasts will be underwhelmed by the Prius Plug-in motoring experience. Described succinctly, when it comes to driving, the Prius Plug-in is competent but not particularly thrilling. The electric steering system, while accurate, provides very little feedback. Acceleration is leisurely; merging into freeway traffic is best done strategically and with careful planning. Braking distances are more than reasonable and winding mountain roads are negotiable in the Toyota. But if you see a sports car coming up behind you, do everyone a favour - use the first available turnout.

Of course, it is common knowledge that sheer unadulterated driving pleasure ain't what Toyota's Prius has ever been about - nor will it ever be about. Toyota's hybrid rock star is more appliance than entertainment.

That said, given Prius' reputation for reliability, fuel efficiency and resale value, if driving pleasure isn't high up on your list of priorities, you could do a lot worse than adding a Toyota Prius Plug-in to your roster of transportation options.

U.S. Pricing for the 2012 Toyota Prius Plug-in starts at $32,500, with Canadian pricing to be announced closer to its release date next year.
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